Air-brake.



No. 888,853. PATENTED MAY 26, 1908.

G. E. SHADE.

AIR BRAKE.

APPLICATION FILED 13150.3, 1907.

2 SHEETS-SHEET 11 Nd. 888,853. I PATENTED MAY 26, 1908.

' G. E. SHADE. 6

AIR BRAKE.

7 APPLICATION FILED DEG. a, 1907.

HEB-T 2.

A A I bwmm wnmm? I Ca A? aa e I W UNITED STATES PATENT 'oFrroE.

CHARLES E. SHADE, or TACOMA, WASHINGTON.

AIR-BRAKE.

Specification of Letters Patent.

Patented May 26, 1908.

To all whom it may concern:

Beit known that I, CHARLES E. SHADE, a citizen ofthe United States ofAmerica, residing at Tacoma, in the county of Pierce and State ofWashington, have invented certain new and useful Improvements in Air-Brakes, of which the following is a specification,- reference being ;hadtherein to the accompanying drawing.

-This invention relates to air brakes for railways andhas for its objectto automatically apply the brakes to the train when the air pressure inthe main braking system has been lowered to such an extent that it nolonger has suflicient power to properly apply the brakes.

A further object is to revent the releasing of the brakes until t epressure in the.

main braking system has been pumped up *to its normal working point.

I- attain these objects by the devices, mechanisms and arrangementsillustrated in the accompanying drawings, in which Figure 1 is a planshowing myemergency brake mechanism connected to the cylinder lever ofthe braking system of a car} Fig. 2 is a longitudinal vertical sectionof the valves controlling my emergency brake shown in their normal orinoperative position; and

"Fig.3, is a side elevation thereof, with parts broken. away to show thevalves in their operative positions.

Similar numerals of reference refer'- to similar parts throughout theseveral views.

The present air brake systems depend on the air pressure in thetrain-pipe and auxiliary reservoirs to apply the brakes on the train andone of the rincipal causes of the failures of the air bra es is found-inthe fact that the pressure in the reservoirs may become sufilciently lowto render the brake system worthless sothat it becomes necessary toapply the brakes by hand, and unless they are so applied in plenty oftime it is impossible to stop the train if it is on adown grade. Thislack of air pressure maybe caused either through the inexperience of theengineer, or through negligent misunderstanding between the engineers ofthe hauling and boosting engines, or through gradual leakage of the airfrom the system on a long "up grade haul. Another circumstance causbepumped up to the normal working pressure, an unexpected danger signalmay be met with, and the air pressure may not be sufficient to stop thetrain within the distance desired. In order to overcome this defect inthe present systems I apply an additional brake cylinder and reservoirto the present system, the said additional brake cylinder being inactiveso long as the pressure in the main braking system is suflicient tooperate the brakes, but which will immediately apply the full brakingower of the train as soon as the air pressure becomes so low as torender the main braking system inoperative.

In general my invention may be said to consist of-an extra, oremergency, auxiliary reservoir and brake cylinder, similar to those inuse in the main braking system and applied to the cylinder lever of thebrake system as near as possible to the point where t e main brakingpiston is connected; the pressure in the said emergency reservoireingmaintained at the maximum pressure in the train pipe; a valvecontrolled by the pressure in the train pipe and normally kept closedthereb but ada ted to open under the action 0 a suitab e spring when thepressure in the train pipe has been reduced to a predetermined point(say 10 pounds per square inch), and when it is thus opened the fullpressure in the'emergency reservoir is conducted to the emergency brakecylinder and the brakes are ap lied; and a valve which is alsocontrolled y the air pressure in the train ipe but which controls theexhaust from t e emergency brake cylinder so that theexhaust passagetherefrom is kept closed unless the pressure in the train pipe exceeds apredetermined point (say 60 pounds per square inch).

Referring now to the drawings,tl1e main auxiliary reservoir 1 isconnected to the train pipe 2 by a ipe 3 which leads to the ordinarytriple Va ve 4 which controls the connection between the reservoir 1 andthe brake cylinder 5. The head 6 of the piston rod of this brakecylinder 5 is connected in I on a small 20, in such a manner which maylead directly thereto or to the pipe 3; a 'drop valve 10, or othersimilar check valve, which will prevent the back flow of air from thereservoir 8 to the pipe 2 when the pressure therein is less than 1n thereservoir; a brake cylinder 11, having a pipe 12 leading theretooperatein the usual manner on the cylinder lever 7; the said controllingvalve 13 being operated by the air pressure from thepipe 9 iston 15against the action of a spring 16, insuch a manner that when thepressure on the piston exceeds about ten pounds per square inch theconnection between reservoir 8 and the cylinder 11 is cut off, but isestablished if the pressure is below the said amount; and a valve 17oontrollin the connection between the said pipe 12 and the exhaustoutlet 18, and operated b the air pressure from the pipe 9 on the sma lpiston 19 against the action of thestiff spring that the said connectionis shut off if the air pressure on the piston is-less than about sixtypounds per square inch, but is established 11 the pressure is above thesaid amount.

I have so arranged the valves that they are mounted in one body orcasting 21 which ma be applied to the reservoir or to the bra e cylinderin a manner exactly similar to the usual triple valve, but-I donotconfine myself to this arran ement or to the form and shape ofthevalves as hereinafter described.

The pipe 9 isconnected to. the casting 21 by anysuitable means and leadsthe air to a cavity 22 therein in which the drop valve 10 is suitablymounted and seated to prevent the return of air to the pipe 9. A passage23 leads from the cavity 22 to the mam valve 13 and a passage 24 leadsfrom the valve 13 to the reservoir 8, the passages 23 and 24 beingcontrolled by the valve 13 through which a passage 25 passes adapted toconnect the sai passages 23 and 24 when the valve is tion. Anotherpassage 26, connected with the passage 25, is formed in the valve 13 andis adapted to'connect the passage 24 from the reservoir with the passage27 when the said valve 13 is in its lowermost position, the said passage27 leading tothe ipe 12 and thus tothe brake cylinder 11. he valve 13 ismounted on, or connected to a piston 15 working in a cylinder 28 formedin ing 21 an air passage 29 --leading from the cavity 22 to th lower endof said cylinder 28. The upper side of the cylinder 28 is in opencommunication with t e air throu h the passage 30 leadin to theexhaustoutlet 18. The valve 13 is iree to move vertically but does not rotateon its axis. 'The spring 16 is compressed between the valve 13 and anadjusting cap 31 screwed into the'oasting 21,

from the controlling valve 13, and having a piston 14 thereinadapted-t0- connection between the in its uppermost pos1- the cast- Iaaasos 4 above the valve 13 so that the pressure of the spring on the vave may be regulated. A protecting cap 3.2 is screwed on the adjustingcap 31. Within the same castin 21 is mounted the exhaust valve 17 whicliopens or closes the air exhaust passage 33 leading from the passage 27to the exhaust outlet 18. The "'piston 19, which operates this valve,works in a cylinder 34 formed in the casting l 21. A passage 35 leadsfrom the lower cm of the cylinder'28 to the lower end of the c linder 34thus connecting the latter cylinder also with the cavity 22 and with theair pressure in the train ipe. The s ring 20 is much stiffer than tliespring 16 ut 1S similarly mounted between the valve 17 and theadjustable cap 36. An air passage leads from the upper endof thecylinder 34 to the exhaust out et 18. A pressure gage 37 is 'mountedin'each car and an air cock 38is mounted adjacent thereto, both beingconnected to the train pipe 2.

My device operates in the following manner. So longas the main brakingsystem is suflicient to control the train the valve 13 kee s in theposition shown in Fig. '2 so that if t e air pressure in the reservoir 8is about sixty-five pounds er square inch while the pressure in thetrain ipe is seventy, ounds then the valve 10 will open and wil admitfurther compressed air two pressures are equal then the valve will closeand will retain the pressure in the reservoir 8 until the pressure inthe train line again exceeds that in the reservoir; thus the pressure inthe reservoir is always equal to the maximum pressure in the train line,Now if. for any reason there has been a waste ofair from the mainbraking system and an emergency stop must be made then the engineer, orthe conductor, may drain the train pipe 2 until the ressure therein isless than about ten poun s per square inch, then the spring 16 forcesthe valve 13 down and connects the reservoir 8 to the brake cylinder 1 1through the passages, 24, 25, 26, 27 and 12 thus applying the airpressure in the emergency apparatus on the brakes which however havebeen already set, but with insufficient power, by the main braking aparatus;

less than sixty pounds per square inch, the exhaust from the brakes iscut oil so that the train cannot be started again until the train pipeand all the auxiliary and emergency reservoirs have been umped u againto about sixty pounds, w en the va ve 17 will open the passage 33 andallow the air to escape from the cylinder 11 through'the assages 12, 33and the outlet 18. It is evi cut that this emergency brake can beoperated purposely by the engineer, or the conductor may open the cook38 if he sees that the air gage 37 shows too low an air pressure forsafe operation, or it can operate automatically thereinto until the andslnce the pressure in the cylin er 34 1s independently of either theengineer or conductor.

Having now described my invention what' I claim is, j

p 1. An air brake, having a source of com pressed air and means for thedistribution thereof, a reservoir in connection therewith, a brakecylinder with piston therein in connection with the braking system ofthe car, ,a

6, triple valve controlling the connection between the source ofcompressed air and the reservoir, and between the reservoir and thebrake cylinder, and between the brake cylinder and the exhaust, andcontrolled by the difierence in the air pressure in the reservoir andthe distributing means; in combination with an emergency reservoir,connected to the distributing means; a check valvewithin said connectionwhereby the air can flow only from the distributing means to thereservoir; an emergency brake cylinder with piston therein in connectionwith the braking system of the car; a valve controlling the connectionbetween the emergency reservoir and the emergency brake cylinder andoperated by the difference in pressures exerted thereon by the air inthe distributing means and by an adjustable spring and adapted to opensaid-connection when the said air pressure is 39 less than aredetermined amount; and a valve control ing the exhaust from saidemergency brake cylinderand operated by the difference in pressuresexerted by the air in the distributing means and by an adjustable springand adapted to open the exhaust'pas sage when the said air pressure isgreater than predetermined amount. 2. In an air brake, the combinationwith a main braking system, comprising'a source of compressed air andmeans for the distribution thereof, mechanical means for supplying thepressure of the air to the brakes, and means for controlling saidmechanical means of an emergency reservoir supplied 45. with compressedair from the distributing means a check valve controlling the cornnection between the distributing means and the reservoir whereby the aircan flow only from the distributing means to the reservoir; 59mechanical means for applying the pressure of the air in said emergencyreservoir to the brakes; and means for controlling said mechanicalmeans.

3. In an air brake, the combination with a .55 main braking system,comprising a source of compressed air and means for the distribu tionthereof, mechanical means for applying the pressure of the air to thebrakes, and means for controlling said mechanical means; so ol anemergency rcservoirholdingcom ressed air therein; an emergency brakecylin er with mechanical means for applying the pressure of the air fromsaid emergency reservoir to the brakes; and a valve controlling the 5connection between the emergency reservoir and the emergency brakecylinder and controlled by the air pressure in the distributing meanswhereby the connection is opened when the air pressure falls below apredetermined amount.

' 4. In an air brake, the combination of a source of compressed air andmeans for the distribution thereof, a reservoir in connection with thedistributing means, a brake cylinder with mechanical means for applyingthe ressure of the air from the reservoirs to the rakes, a valvecontrolling the connection between the reservoir and the brake cylinder,a cylinder with piston therein connect- 4 ed to the said valve, one endof the cylinder 0 being connected to the distributing means and theother end being open to the exhaust, and a spring engaging said valve tocounteract the pressure of the air on the piston whereby said valve ismoved by the difl'ers5 ence in the pressures exerted thereoifby thespring and by the air in the distributing means.

5. In an air brake having an air distributing system, a reservoir andbrake cylinder, the combination of a valve controlling the connectionbetween the reservoir and the brake cylinder, a cylinder with pistontherein connected tosaid valve, one end of the cylinder being connectedto theair distributing system and the other end being open to theexhaust, a spring engaging said valve to counteract the pressure of theair on the piston whereby said valve is o erated by the difi'erence inpressure exerte by the air in the distributing system and by the spring,to open said connection when the air pressure is less than apredetermined amount, and an adjustable stop for said spring whereby itspressure on the valve may be adjusted.

' 6. In an air brake having an air distributing system and a brakecylinder, the combination of a valve controlling the exhaust of saidbrake cylinder, a cylinder with piston therein connected to said valve,one end of '110 the cylinder being connected to the'air distributingsystem and the other end being open to the exhaust, and an adjustablespring engaging said valve to counteract the pressureof the air on thepiston whereby said valve is oprated by the difference in pressuresexerted thereon by the air in the distributing system and by the springto open the exhaust of said brake cylinder when'the air pressure in thedistributing system is greater than a predetermined amount.

7. In an air brake having an air distributing system, a reservoir, and abrake cylinder, the combination of a valve cimtrolling the connectionbetween the reservoir and the brake cylinder, a cylinder with pistontherein connected to said valve, one end of the cylinder being connectedto the air distributing system and the other end being open to theexhaust, an adjustable spring engaging said valve to counteract thepressure of the air on the piston whereby said valve .is operated by thedifference in pressures exerted thereon by the air in the distributingsystem and by the spring, to open said connection when the air pressureis less than a redetermined amount, a valve controlling t e exhaust .ofsaid brake cylinder, a cylinder with piston therein connected-to saidvalve, one end of the'eylinder being oonnected to the air distributingsystem. and the other end being Open to the exhaust, and an adjustablespring engaging said valve to counteract; the

pressure of theair on .;the iston whereby said valve is operated by tedifif'erence in gressures exerted thereon by the air in the istributingsystem and-b th'e s ring to 0 en the exhaust of said bra e cylinribrwhen t e air pressure in the distributmg system is greater than apredetermined amount.

8. In an air brake having an air distribut-' .in the distributing ingsystem, a reservoir and a brake. ylinder, the combination of a checkvalve between the distributing system and the reservoir to retain airpressure in said reservoir, avvalve connecting the reservoir to thebrake cylinder, means whereby the valve is operated to open saidconnection when the a r'pressure system is less than a predeterminedamount, a valve controlling the exhaust of the brake cylinder, and meanswhereby the valve is o erated to exhaust the brake ,cylinder.when t eair pressure in the distributing, system is termined amount.

In testimony whereof I aifix my signature in presence of two witnesses.

greater than a prede-I

